Richard w



(No Modl.)

I R. W. BAYLEY.

AIR BRAKE.

No. 528,712., Patented Nov. 6, 1-894.'

83 Q \R" I 1 v ag the following is a specification.

" The object of myinvention is to enable the UNITED STATES PATENTOFFICE.

WESTINGHOUSE AIR BRAKE COMPANY, OF SAME PLACE.

Al R-BRAK E.

SPECIFICATION forming part of Letters Patent NO. 528,712, dated November6, 1894:.

Application filed November 23, 1891. Serial No.*4=12,792- (No model.)

To all whom it may concern.-

Be it known that I, RICHARD W. BAYLEY, a citizen of the United States,residing at Pittsburg, in the county of Allegheny and State ofPennsylvania, have invented or discovered a certain new and usefulImprovement in Air-Brakes, of which improvement admission of compressedair to the auxiliary reservoir of an automatic air brake apparatus,

which is effected bythe triple valve thereof,

to be automatically regulated so that the degree of pressure in theauxiliary reservoir shall be limited to any desired and determinedmaximum.

To this end, my invention, generally stated, consists in the combinationwith a triple valve, of a direct acting pressure regulating devicecontrolling communication between the triple valve and an auxiliaryreservoir.

The improvement claimed is hereinafte fully set forth. 1

The accompanying drawing is aview,partly in elevation and partly insection, of a triple valve and a portion of a connected auxiliaryreservoir, illustrating an application of my invention.

The triple valve 10 which is herein shown is, in all essentialstructural and operative features, and saving as to the supplementalmembers to be presently specified, similar to those of the presentstandard Westinghouse pattern, which, being well known in the art, neednot be herein particularly and at length described.

In the practice of my invention, the chamber or bushing 24, in which theslide valve 14; of the triple valve operates, is not, as in the ordinaryconstruction, open directly to the auxiliary reservoir 6, but isconnected, at its end adjoining the auxiliary reservoir, to a regulatingvalve chamber 30, which communicates, through an opening controlled by aregulating valve 32, with a regulator chamber 33. The chamber 33communicates, through a series of continuously open ports or pas sages34, with'the auxiliary reservoir 6, and is fitted with a movableabutment, in this instance a flexible diaphragm 36,- which abuts to theregulating valve 32, which is, on its opposite side, subject to thepressure of a spring '31, the action of which spring is, when unopposedby a greater force, to close and hold seated the valve 32. A spring 35of greater tension bears against a plate or collar on the side of thediaphragm 36 farthest from the valve 32, the spring 35 forcing thediaphragm against the stem or guiding wings of 6c the valve 32, andacting normally to unseat and hold said valve open. The spring 35 issoadjusted that its tension and resultant unseating action on the valve 32will be overcome by the exertion of the determined maximum auxiliaryreservoir pressure upon the opposite side of the diaphragm 36.

In operation, air under pressure admitted to the triple valve 10 throughthe train pipe connection 17, for the purpose of charging the auxiliaryreservoir 6, passes to and through the slide valve bushing 24 in theordinary manner, and thence past the regulating valve 32, which isnormally held open by the spring 35 and diaphragm 36, to the chamber 33,and 7 5 through the ports 34: of said chamber to the auxiliary reservoir6. As soon as the determined maximum pressure is admitted to theauxiliary reservoir, such pressure, acting upon: the diaphragm 36,overcomes the tension of the spring 35 and releases the pressure of thediaphragm upon the valve 32, which is thereupon closed by its spring 31,cutting off further admission of air to the auxiliary reservoir. Upon areduction of pressure in the 8 5 train pipe, made for the purpose ofapplying the brakes, the resultant reduction of pressure in the slidevalve bushing or chamber 24 causes the valve 32'to be unseated by thethen higher pressure in the auxiliary reservoir 6 0 and chamber 33, andthe tension of the spring 35, and compressed air from the auxiliaryreservoir is thereby admitted to the brake cylinder, through the passage16, in the ordinary manner. The valve 32 remains open, 5 after havingbeen thus unseated, until again closed by the charging of the auxiliaryreservoir to the determined maximum pressure as before described.

I am aware that constructions have been Ioo proposed, prior to myinvention, in which the degree of auxiliary reservoir pressure has beenautomatically regulated, coincidently with and proportionatelyto,variations of the load upon the car trucks, by means of valvescontrolling the flow of air under pressure from the train pipe to theauxiliary reservoir, said valves being actuated through lever systemsconnected to the car body and having fulcra which are varied in positionin and by variations byload. Instances of such appliances are set forthin Letters Patent Nos. 430,024 and 458,626, granted and issued to HenryS. Hopper, under dates of June 10, 1890, and September 1, 1891,respectively.

I do not therefore broadly claim the combination of a triple valve and apressure regulating device, as my invention contemplates onlyconstructions in which limitation of maximum auxiliary reservoirpressure is effected directly bya pressure regulator, through the actionin opposite directions of fluid pressure and of a spring.

I claim as my invention and desire to secure by Letters Patent- 1. In anautomatic air brake apparatus, the combination, with an auxiliaryreservoir, and

a train pipe, of a pressure regulating device adapted to limit thepressure supplied to the auxiliary reservoir to a predetermined degree,independent ot any increase or excess of train pipe pressure above thenormal, substantially as set forth.

2. In an automatic air brake apparatus, the combination of a triplevalve casing, a slide valve chamber or bushing therein, a regulatorchamber connected thereto, a regulating valve controlling communicationbetween the slide valve chamber and regulator chamber, a closing springbearing on said valve, a movable abutment Workingin the regulatorchamber and abutting against the regulating valve, an opening springbearing against said abutment, and one or more open ports or passagesleading out of the regulator chamber, substantially as set forth.

In testimony whereof I have hereunto set my hand.

RICHARD W. BAYLEY. Witnesses:

.T. SNOWDEN BELL, JOHN F. llfIILLER.

